December

1
NEW Clarion
SAM 1066 Newsletter
Merry Christmas
Affiliated to
SAM 1066 Website:
December
2014
Club No. 2548
www.sam1066.org
Editor:- John Andrews
12 Reynolds Close
Rugby
CV21 4DD
iPad users:
Issue
122014
Tel: 01788 562632
Mobile 07929263602
e-mail
johnhandrews@tiscali.co.uk
If you are having trouble opening the New Clarion, hold your finger on it to display a menu,
then select ”open in new tab". You will find the new tab to the right of the SAM1066 tab.
Contents
Page
Editorial
Annual General Meeting Report
George Hinkley, Model Aircraft Builder
Rodney Drury
Middle Wallop R/C Vintage
Tony Tomlin
Engine Analysis: AM25
Aeromodeller Annual 1955/6
Cloudpin
C A Morris
Wallop Cannard ID
Sebastian Robinson
Prop Carving for Dummies?
Jim Paton
Stormie
John Thompson
Kit Scale at Luffenham
Bill Dennis
Engines Found Sharing: 1990-2014
Capt. Howell
Great Grape Gathering, USA
Roy E Smith (USA)
Cocklebarrow Farm Sept 2014
Tony Tomlin
The DBHLibrary (Magazines)
Roy Tiller
Pitts Tail Wheel
Frank Marshal
Aeromodellers Departed : Keith Miller &Terry Watson
Vintage in Black & White
Keith Miller
My August Wallop
John Richards (Canada)
Secretary’s Notes for December
Roger Newman
Plans from the Archive
Roger Newman
Letter to the Editor
Malcolm Cambell (Australia)
Workshops
Stewart Mason
Tailless and Wakefield Leagues
Spencer Willis
Events & Notices
Provisional Events Calendar
Useful Websites
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26
28
29
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33
36
39
41
41
43
44 – 49
50
51
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Editorial
Well folks our last Wallop meeting of 2014 is now behind us and we look forward to our
winter building programme (I’ll probably start mine next February).
First order of business is the report on the 2014 Annual General Meeting on the 16th
of November which took place immediately after the final event of the year.
Articles proper start off with a short life story of a typical aeromodeller, named
George Hinkley submitted by Rodney Drury. Received with this article were several
quite historic photos, signed Wakefield Trophy dinner menues, the original letters from
which Rodney compiled his article and models & modellers of the era.
These items will be the subject of further N.C. pieces.
Tony Tomlin reports on Vintage Radio & Tomboys at Wallop and Cocklebarrow Farm.
As mentioned in the last issue there are all the details for the Classic Rubber model
‘Cloudpin’ from the Model Aircraft October 1959.
Jim Paton describes how he has finally carved a satisfactory propeller.
Stormie, another power model replica from our chairman’s seemingly unending stock,
this time one of Pete Buskell’s.
The BMFA experimental competition at North Luffenham on November 9th saw an
impromptu ‘Rubber Powered Free Flight Kit Scale’ competition. Bill Dennis reports.
I have received another piece from the mystery contributor Capt Howell, these
articles arrive by post from where I know not. This time it is a novel list of vintage
engines he has acquired from unlikely places.
I unearthed what appears to be a newsletter report that must have got miss-laid during
my computer upgrade episode, it’s a detailed report on the ‘Great Grape Gathering’, a
comp in the States which sounds quite an event. I have no record of who provided it, I
can only assume it is the author to whom I offer my apologies for my oversight. I have
had to prune the report by omiting a host of pictures and results, however there is a
tailpiece that will make an article of its own for the next issue.
We have a report from John Richards in Canada who made his first visit to Wallop in
August, listing his efforts at competition which like myself was not outstanding but
immensely satisfying.
Stewart Mason weighs in with a report on his new workshop, nice and tidy now but I’ve
a feeling when he gets going it will finish up like the rest of us.
The final Tailless and Wakefield league tables are presented by Spencer Willis and we
must thank him for taking on the task, it’s not easy ferreting out all the competition
results, particularly from combined events.
Merry Christmas to One and All
Editor
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Annual General Meeting 2014
-
Editor
The 2014 AGM took place in the Middle Wallop Museum Conference room after the 16th
November meeting, commencing with the customary tea, coffee and biscuits.
Hon Sec Roger Newman
Chairman John Thompson
Treasurer Ed Bennett
The Chairman John Thompson welcomed the sizeable gathering and took apologies from
members unable to attend, in particular Mike Parker, the membership secretary, who had
family commitments. The Officers reports, itemised below, were read to the meeting and all
reports were accepted.
Chairman’s Report
Another year has passed, during which I have enjoyed the grand co-operation of Roger Newman, Ed Bennett, Mike
Parker, the New Clarion editor John Andrews and our Librarians Roy and Barbara Tiller. Without them nothing would
ever happen in SAM1066. They deserve a really big thank you.
The weather is a very sensitive indicator of attendance a MW, again I noticed on the good days the determination
of some infirm folk to enjoy themselves. Long may we be able to continue to provide for them with 1066.
No doubt many fellow Aeromodellers will have noticed that elsewhere in the UK flying sites have been lost. This has
not been helped by the leaving of FOD on active airfields. We have taken further preventative steps to remind
people of their responsibilities in this respect. We now require the completion of a form, to be placed in the
windscreen of cars, which displays contact mobile phone numbers and certain other information. We must and
shall be active on these matters to ensure as far as possible, that we may continue to enjoy access to Middle
Wallop airfield.
A final word of thanks and appreciation for the co-operation from the MW Authorities, the Fire Brigade, the Staff
and Helpers from the Museum and of course the adjacent Farmers.
Secretary’s Report
John Thompson
In brief, not a bad year tho’ sadly we lost the second day of the SAM Champs weekend to bad weather. However,
the first day gave a great deal of pleasure to the largest attendance of the season – over 300 through the gate.
The total number of days made available to us was much reduced from previous years but attendances generally
remained at a good level. Middle Wallop retains its popularity for free flight fliers.
Competition entries remain fairly good, but overall entries are gradually falling – perhaps a reflection of aging legs
& bodies. Little feedback has been received on the competition program. With fewer entries it may be time to
consider combining more of the comps, as indeed we have done for a few meetings this summer. Any views of
members would be appreciated. Sport flying continues to flourish, attracting a plethora of interesting models, as
does our hosting of occasional RC assist & control line activities.
Relationships with local Farmers & the authorities remain friendly. With the ever increasing loss of free flight
venues, it behoves us to keep working hard to maintain these good relationships, particularly concerning the airfield.
One concern however is that of the potential for the tightening of Military Aviation Authority rules that could
impact (restrict) our flying activities. We also have a new Museum Chief Executive, whom I hope will be supportive
of our activities but I have yet to meet him.
Our Chairman has already highlighted the problems of foreign object debris, which appears to be a contributing
factor to the recent loss of Barkston. I emphasise the importance of his comments with regard to Middle Wallop
airfield
An application has been made for 12 days of events for 2015. So far, there has been no feedback on our application
other than an acknowledgement of receiving notification of the proposed dates, but news will be published in the
New Clarion once received.
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Once again, I pay thanks to all Committee members who do a splendid job. As one of last bastions of regular, well
attended free flight meetings for “not too serious” competitions & sports free flight, SAM 1066 is fortunate to
have a Committee that organises such meetings. It is hoped that the membership appreciates their efforts.
Finally, my thanks to the Airfield Management team & its ancillary services, the Museum & their volunteers, who all
remain so supportive of our activities.
Roger Newman
Treasurer’s Report
I am able to report on a further satisfactory financial year. It should come as no surprise that the income generated
by the £1 gate fee shows a considerable reduction on the previous year. The short fall is on account of the greatly
reduced number of permitted meetings, the days lost to weather and to your Committee waiving the gate entry fee
on one occasion.
The DB Heritage Library, in the safe hands of Barbara and Roy Tiller and Roger Newman, continues to generate
funds. This year we need to thank them for £350.
Expenditure has been mostly limited to housekeeping items, including the MOD licence and three payments for
renewals and upgrades necessary to maintain our online presence. The cost of purchase of wine for prizes has for
the greater part been offset by receipts at flying meetings. The one off payment to DHL was the cost of conveying
heavy boxes of plans etc. to Roger following scanning. The customary donations were made to the airfield Fire
Service fund and for Christmas gifts for neighbouring farmers. To mark the passing of our friend Derick Knowlton,
the Committee agreed to make donations to his two favourite charities.
A reduction of £165 in our end of year balance does not give cause for concern. Our current balance at bank would
enable us to cope with a repeat of this last years’ expenditure without benefit of further income. We enter the
next year financially secure.
E. Bennett
SAM 1066. Income and Expenditure Account.
1st October to 30th September 2014
INCOME.
Date
27/10/2013
29/04/2014
29/04/2014
09/05/2014
02/06/2014
02/06/2014
25/08/2014
22/09/2014
29/09/2014
29/09/2014
Details
Meeting, 27/10. Gate money
Meeting 27/04. Gate money
Meeting 27/04 Comp. entries
David Baker Library, sales
Meeting 31/05,01/06 Gate
31/05, 01/06. Comp entry fees
Meeting 24/08. Comp entry fees
David Baker Library, sales
Meeting 28/09, Gate money
Meeting 28/09, Comp entries
TOTAL INCOME
Amount £
6
59
36
200
233
156
130
150
154
46
£1170
th
Balance at Bank 30 Sept. 2013
Income for year 2013/2014
Total
Deduct expenditure 2013/2014
Balance at bank 30th Sept. 2014
1691.10
1170.00
2861.10
1334.30
1526.80
EXPENDITURE
Date
Details
Amount£
12/10/2013
Reimburse M Parker
61.08
cost of renewing Linux Home Hosting for 1yr
27/10/2013
Meeting 27/10/2013. Prizes ,wine
35.94
27/10/2013
AGM. Cost of refreshments
30
28/10/2013
Donation, Museum of Army Flying
100
28/10/2013
Donation, MW Firemans Fund
100
28/10/2013
Christmas gifts, farmers
85.47
10/01/2014
MOD Licence
150
24/12/2013
Donation, medecines sans frontiers
75
08/01/2014
Donation, RSPB
75
27/04/2014
Meeting 27/04, Prizes, wine
82
12/05/2014
Shipment of plans by DHL
69
02/06/2014
Meeting 31/05,01/06. Prizes, wine
185
14/07/2014
Upgrade Linux Home Pro I’net Hosting 39.56
18/08/2014
Renew Daily Email plus and .org domain 35.93
25/08/2014
Meeting 24/08. Prizes, wine
136.32
18/09/2014
Meeting 18/09. Prizes, wine
68
28/09/2014
Cash payment to J Thompson 14/08
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TOTAL EXPENDITURE
£1334.30
Petty cash account
Balance b/f 01/10/2013
Paid in
Paid out
Balance c/f to 2014/2015
I have reviewed the SAM 1066 accounts for 2013/2014 as presented to me and find them accurate.
4.94
0
0
4.94
Signed…Peter Tolhurst.
(The treasurer wishes to express his thanks to Peter for his review of the accounts)
Membership Secretary’s Report 2014
I did manage a couple of events this year but I have been absent from the flying field again this year, family
commitments and work (I have plans for that one) have taken their toll.
However current membership stands at over 500 with members from all around the world so we must be doing
something right. Looking at the number of attendees at the first (and only due to the weather) day of the SAM
champs any decline in active members would appear to be minimal.
I am still occupied in keeping the club website up to date, our online membership form failed earlier this year due
to our “free server” going offline but it is now restored with the form now residing on our own server, a cost was
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incurred but the committee felt it money well spent. Applications from new members stalled due to the
aforementioned problem but I am sure that this will now recover. Once again this year I applaud the hard work and
dedication our all of our committee members without who the club would not function, a special thank you to our
newsletter editor John Andrews, each month without fail providing us with the anchor the club needs.
On a personal note, as my children become more settled (daughter now studying 2 nd year of medicine at Leicester,
only another 5 years to go!!) and my son Christopher is now at college studying for his A levels, he was at one time
considering following his sister into medicine (crikey more money!!) I look forward to returning to even more flying
in 2015, but in the mean time I will continue with my club “admin” and website duties. My apologies once again, afore
mentioned son Christopher is now in 2 Rugby clubs so once again I can’t make the AGM.
Mike Parker
DBHL(Magazines) Report 2014 by Roy Tiller
The magazine library thanks all those members who have responded to our requests for magazines to fill gaps in the
collection, for example we now have a complete set of the French Vol Libre magazines. Magazines have arrived by
post; via many hands and model meetings; and delivered to meetings at Middle Wallop. Within these donations have
been many magazines not needed by the library, i.e. doubles/spares, and these have been offered for sale at flying
meetings to raise funds. The plans which Roger has had digitised are also offered for sale and these have proved
to be very popular. This year the library has been able to pass £350 to the SAM1066 treasurer.
If you are having a clear out of aeromodelling magazines, books or plans please do consider donating them to the
library where they will either add to the collection or be offered for sale for the funds. Either way good for your
library good for SAM1066.
Look at the SAM 1066 Website. Click on “David Baker Heritage Library” and then “Magazines held” to see the Excel
chart with a list of the magazines held, and the gaps in the collection. If you can help to fill any of the gaps please
get in touch. Also on the website is the “Index of Plans in Magazines”. Again this is an excel file and to best use it
I suggest that you download the file. You can then sort the data by any of the headings i.e. model name or by
designer or by magazine title/date etc... You can sort by multiple factors, select DATA, SORT and then, for example,
by Designer, Type and Model Name. Sort by any factor and I am sure you will find something of interest.
Roy Tiller
DBHL (Plans) Report 2014 by Roger Newman
Little has been done during the year to update the DBHL list, due to other tasks taking precedence. However a
recent welcome volunteer (Brian Yearley) has taken up the cudgels & is doing grand work in assisting a backlog of
plan additions, so I am hopeful of getting a new release out in the not too distant future.
Plan requests are much reduced from previous years. The majority of those folk who have asked for a plan will have
received it within a short time span. We have no outstanding requests & interestingly we continue to receive several
from overseas.
Derick Scott has been highly supportive in both scanning of plans & returning scanned plans to me for resale at SAM
1066 meetings via Roy (Tiller). I am most grateful to both of them.
Roger Newman
The election of the committee for 2015 saw the current incumbents re-elected en-block.
The chairman stated that, in the light of the treasurer’s report, he proposed that the
membership fee remained ‘Free’ and this was accepted by the meeting.
In the absence of confirmed fixtures for 2015 the meeting was then opened up to the floor.
Tony Shepherd informed the meeting that, after discussion with interested parties, the rules
for ‘Bungee Launched Gliders’ had been amended to allow scaling up in addition to scaling down.
In response to a query on membership, the chairman stated that problems with the website
has prevented an accurate statement but a figure of 500 is a reasonable assessment. Now that
the on-line membership form is active again under a new service provider we will be in a position
for on-line recruitment once again and information should soon be available.
The chairman continued by emphasising the benefits of the free membership, in particular the
notice of publishing of the New Clarion. Further, in the event of unavoidable late cancellation
of meetings, the circulation list enables members to be informed immediately by email.
A vote of thanks to the officers was proposed from the floor to the approval of the meeting
and there being no other business the meeting closed in good order.
Editor
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George Hinkley, Model Aircraft Builder
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Rodney Drury
Member of Blackheath Model Aircraft Club, 1938-1945
George was born on 3rd October 1915 in
Deptford. His father John Percival Hinkley was a
professional footballer who played for Millwall
and also worked as a machinist. Two sisters were
born later.
George went to a local school that had a good
reputation, especially for art and he developed a
love of portrait and landscape painting. At the
age of 15 George’s father died and I assume he
as the eldest and only son so was needed to help
provide finance for the family. This led to his
first job at a studio where he worked for a
brilliant artist who used to teach at Goldsmiths
College. George worked as an assembler for the
studio at Crystal Palace, Olympia and other
exhibitions.
After leaving this company he had
no work for three months until
meeting a friend whose father was
Eddy Keil an importer of Balsa
Wood whose premises had burnt
down. Eddy had just received
£2000 worth of Balsa wood and
George
helped
him
stage
exhibitions of Model Aircraft.
I believe George joined BMFC around 1931/32.
He was a skilled craftsman and produced beautiful
models. I was fortunate to be given some of his
airframes and wings as a teenager in the late 50’s and
converted them into various gliders which all
performed well.
When he married in 1948 he gradually ceased
modelling and after a long and happy marriage he
passed away aged 92 on 20th March 2008
Rodney Drury
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Middle Wallop R/C Vintage
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Tony Tomlin
Sunday the 28th of September was the date of the last R/C Vintage event of the four held in
2014 at Middle Wallop. On arrival we were pleased to have very light winds with pleasant
sunshine all day. It was in fact so warm and still that the control gazebo, that can be a trial
when assembled in any wind, stayed in its bag!
Silvia Briggs and Pam Tomlin brighten up the control table
Apparently bending under the effects of the large entry
Considering that the date clashed with an event at Old Warden, on the day 30 fliers signed in
and, although flying was from a different area to normal due to the wind direction, the flight
line was soon busy.
Models ranged from the largest, possibly the Lanzo Bomber of Richard Alford, to probably the
smallest being the Wee Snifter of Tom Airey and the Chatterbox of Tony Tomlin.
There were three Majestic Majors with the model of Alan Newman to be seen flying the most
often. The evergreen Junior and Super 60s were as always to be seen flying, five being counted.
Vic Smeed designs included a Mamselle, Courtesen, a Ballerina [fitted with a ‘Boddo’ twin and
sounding not unlike a disturbed wasp nest!] and a whole gaggle of Tomboys most to be flown in
the R/C Tomboy competitions
Tomboy 3’s
The Tomboy 3 competition was down on numbers with
only 4 seasoned Tomboy fliers qualifying for the mass
launch fly-off. All got away well, climbing slowly in the
very light wind conditions. Tom Airey, who has always
been a top flier, was out of luck with a very short engine
run and landed at under 2 minutes. He was followed by
Brian Brundell 15seconds short of 4 minutes. Paul Netton
claimed 2nd spot with just under 5 minutes leaving 15 year
old James Collis the only flier to find any lift, floating in
a few seconds over 7 minutes. It was generally agreed
that this was probably one of the shortest ever fly-offs
in the Tomboy 3 class for a very long time!
Results T3
3’s Winner James Collis
1st
3rd
James Collis
Brian Brundell
7min 04secs.
3min 45secs.
2nd
4th
Paul Netton
Tom Airey
4min 53secs.
1min 28secs.
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Tomboy Senior
This class was better supported with 8 fliers completing the required two, 4 minute plus
preliminary flights. Peter Rose, who has performed consistently well over this year and had
achieved a number of firsts, was hoping to continue his winning ways. He was up against stiff
opposition from James Collis and Tom Airey both frequent winners.
At the start there was drama as Brian Brundell realised he had fitted an incorrect crystal to
his receiver and effectively was grounded. All the others got away as Tony Tomlin lowered the
start board. The climb out was better as a slight breeze
had sprung up. Roger Briggs, who had travelled over
from Kent, was having a bad day with a short engine run.
Unfortunately he was descending swiftly as the others,
all together in a bunch, climbed away to an eye straining
height.
Barrie Collis, Richard Alford and Bob Young were the
first to break out of lift, landing in that order, all within
the same minute having cleared 8 minutes. This left
James Collis and Tom Airey both at around an estimated
600 feet with Peter Rose literally cloud busting and very
difficult to see.
James Collis was the next down in 3 rd place at 10min
27secs with Tom Airey landing exactly 2 minutes later.
All then looked for Peter Rose who was still at a terrific
height. Peter landed 10 minutes later to be the worthy
Senior Winner Peter Rose
winner.
Results
1st
3rd
5th
7th
Peter Rose
James Collis
Richard Alford
Roger Briggs
26min 45 seconds.
10min 27secs.
8min 16secs.
2min 35secs
2nd
4th
6th
Tom Airey
Bob Young
Barrie Collis
Brian Brundell
12min 27secs.
8min 22 secs.
8min 00secs
Not classified
The awards were presented with the normal good natured banter to bring to an end a great
days flying.
Tony Tomlin
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Engine Analysis: AM25
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Aer o mod e lle r Annual1955 / 6
10
Cloudpin: M.A.Oct 1959
-
C A Morris
Youth is the keynote of this rakish lightweight. Designed in the contemporary, long
fuselage idiom, its inexpensive construction and up-to-date lines should have a particular
appeal for the up and coming young modeller.
In describing Cloudpin it is well to remember that for some years the rubber lightweight has
been lost sight of in the general preoccupation with larger, Wakefield size models. This is a
pity, as the lightweight has much to offer both the contest and fly-for-fun modellers. Quick
and economical to produce, replacement value is low, both in time and money, and a lost or
damaged model becomes a mishap rather than a disaster.
Rubber costs, too, are modest. Fewer strands means greater uniformity of tension along
each individual strand, thus reducing fatigue and lessening the incidence of breakage. This
gives the lightweight an advantage over its big brother in that a consistent performance
can be obtained without getting a "new motor per flight " complex. Nor is high quality
rubber so important, If there does exist any difference in quality between specially imported
strip and over-the-counter rubber, Cloudpin is unaware of it, as it performs quite adequately on
the latter.
Since the rubber motor is, in effect, the heart of the model the design approach to Cloudpin
was essentially logical. Instead of first producing the model, and then arranging a motor
to suit its characteristics, Cloudpin was designed around the motor. The idea was to evolve
the largest possible model that would fly on the minimum feasible amount of rubber; six
strands of 1/4 in. strip. A motor of this small cross section gives a very consistent output of
power throughout the motor run, provided of course, that it is of reasonable length.
Consistent power output, or flat torque curve, keeps the nose down on the initial burst and
the nose up on the last few hundred turns. It also facilitates trim adjustment. On
Cloudpin, for instance, no variation to the thrustline was found necessary.
Quite as important as the motor is what it turns, and how it turns it. For this reason
much thought and experiment has gone into the propeller and its mechanism. Such minor
points as ply facings on the noseblock and prop hub safeguard against major airfield
failure, and the wire assembly is robust and positive in action.
Much of the success of your Cloudpin model will depend upon correct carving and pitch
alignment of the propeller. Care should also be taken to ensure that the blade is correctly
balanced, and that it folds flush along the left side of the fuselage.
11
Construction of Cloudpin follows normal practice, b u t s t u d y t h e p l a n c a r e f u l l y
before you actually start to build. Good quality wood should be used throughout, with
fuselage longerons and wing spars chosen from similar stock. Build up the two fuselage sides
by placing one over the other —not forgetting to interpose a sheet of greaseproof paper
between. Join up the two sides with the help of set squares, lining up carefully on plan to avoid
distortion. See that the uprights of the parasol wing mount are cut to the exact plan
length so that the correct wing incidence is, obtained.
Make a rib template out of aluminium or thin plywood. The notches for centre spars can
either be cut in on the template or filed out after the wing has been built up. If desired
the ribs can be slightly lengthened and notched into the trailing edge. The wing should be
built in one piece and dihedral cut into spars afterwards. Do not forget the dihedral braces.
The wing thus constructed is unusually strong for a lightweight. Rigid enough to resist serious
warping, it will not readily fracture, and the closely set ribs ensure a good aerofoil contour
throughout.
The tailplane and fin are both simple structures. The framing of the flat section
tailplane, it should be noted, is of hard material sanded to a half round section. Make sure
that the d/t hook is securely bound to the centre spacer. A small trim tab should be added
to the upper fin —a piece of scrap balsa will suffice for this—firmly cemented at the desired
angle.
The prop hub and wire assembly-is made robust by the use of ply facings and solid bushing.
The assembly is fully detailed on the plan, and attention need only be drawn to the correct
phasing of the stop mechanism. This is adjustable by means of the wood screw stop, and
sufficient turns should be retained to hold the motor taut.
Modelspan tissue is used throughout. Lightly water shrink first, with the exception of the fin
and tailplane, Use low strength dope applied sparingly. Add thinners if dope has been
standing for any length of time.
Before testing the model check the motor length, and see that the model balances with the
c.g. as indicated on plan. If nose heavy lighten up prop blade and balance arm. If tail heavy
do not add nose ballast but adjust tailplane incidence after test gliding. Set trim tab for a
right-hand turn, and after a suitable hand glide-is obtained put on a hundred turns or so. No
thrustline adjustment was found necessary on the original, but a slight amount of sidethrust
might be required.
If desired the rudder trim tab can be dispensed with altogether by tilting the tailplane as
indicated on plan. Turn achieved in this way has a less violent effect on the power flight
than rudder turn.
12
Andrew Moorehouse with his version of ‘Cloudpin’
Giving the model the old Heave-Ho
The two predecessors of Cloudpin were lost o.o.s……so don't forget the d't.
L.Ranson
Wallop Canard ID.
-
Sebastian Robinson
The canard biplane in the group of miscellaneous
models from Middle Wallop on p. 21 of the November
Clarion is the Doug McHard-designed Number Nine,
originally published in Model Aircraft; I note that the
present builder (whom I don't know) follows McHard
in using a 3-bladed prop.
I slightly enlarged the plan to build a Mills .75powered version (McHard's had a Frog .5), with a biplane elevator as well as wings, which I
called Double Deka -- deka being the Greek for 'ten", and a biplane being a double-decker -which was a little temperamental to trim: it flew satisfactorily in a right turn but would tighten
up and come in if you had it turning left. McHard, whom I met at an Old Warden meeting shortly
before his death, was rather scathing about this, which he attributed to excessive side area
at the front of my redesign (the upper elevator being mounted on a pylon); his canards, he said
had flown either way with no trouble.
Double Deka mk. 2 is still sitting in my cellar; I ought to get it out, patch it up and redesign the
elevator in Doug"s memory.
Sebastian Robinson
P.S. Having dug out my Number Nine plan from its resting place in the cellar, I see that I
made an error when I said that McHard's power unit was a Frog .5 c.c. What in fact the
original used was a Frog 80.
13
Prop Carving for Dummies ?
-
Jim Paton
I have previously had severe difficulty carving props from a block. I recently had a go at a KK
Competitor 12" free wheeler which was just about ok, but heavier than a Spencer Willis 13"
for a Senator. Having read the short but excellent diagram and simple 4 stage instructions on
the Competitor plan, I thought I would get organised and photo the stages. There are several
problems en route!
I started by drilling the hole for the prop shaft and its brass tube in a 13" by 1.5" by 1" blank,
using a pillar drill. Next job is copying the plan and profile, and keeping the latter when the
former is cut out. I got round this by first cutting the profile on the band saw. The crafty bit
was to use a block half an inch longer at each end. Once cut the three layered sandwich, top
waste, prop, and bottom waste, are glued back together but only at the ends of the block. The
plan view is then cut out and the whole thing falls apart, but with the prop blank cut in plan and
profile. The saw blade marks on the sides and faces are then sanded off on the belt sander.
Now for the bit that has helped me the most. I normally edge my props with pear wood or
bamboo when they are finished. I used steamed pear wood today. It is a dark colour and after
2 minutes in the kettle it bends like putty (well almost). I cut a length at about 2 mm square
with my slitting saw. I then glued it to the blank in its final position. I only needed to steam it
for bending around the tip.
The photos best show where it goes on the blank. It glues well with cyano and activator because
it is wet. This now gives the boundaries for the carving. Actually I use my belt sander rather
than a knife.
14
The pear wood gives a different sound and feel when it is sanded, so it helps by letting me know
when to stop. I made the underside flat and the top convex. It's the best prop I have made,
and took me one hour. I will do some final finishing with 150 silicon carbide paper and then
balance and varnish with thinned twin pack acrylic lacquer. I know there are plenty of writings
on prop carving, but
1.
Gluing the edging on before carving.
2.
Gluing the sandwich back at the ends before cutting out the plan view
are both ideas I haven't seen before.
If it is still daunting, Spencer Willis does excellent props and SAMs Models sells pre sawn
blanks.
I also have found carving balsa with a knife problematical. Getting the blade razor sharp is not
easy. Also it tends to dig into and tear the grain on one of the prop blades. So I use the sander.
Inclinometer
Just a little add on that you might like to know about:
There is an inclinometer on the iPhone for measuring wing incidence.
Go to Extes, Compass, set the compass, swipe to the left and there is the inclinometer.
Amazing.
Jim Paton
Stormie
-
John Thompson
This model featured in the Zaic 1953 yearbook, designed by Pete Buskell. He used this model
to great effect, winning the 1952 Nationals with a fly off time of 10 minutes and 14 seconds.
This looked a good solid pylon model, which was designed for windy weather. Well nothing has
changed regarding strong winds on our Island, so I thought I would have a go.
15
The build is straight forward, all the information necessary is given on the small view drawing.
It also had an advantage in that the large "fat " fuselage and pylon allowed the easy installation
of a Dan Kennedy electronic timer coupled to a Sidus RDT. Wonderful inventions allowing
precise motor timings and at will DT. This was the first model that I envisaged from the start
using this hardware, all others I have retro fitted.
Rather than an Amco 3.5 diesel, I installed an
OS LA 15 with Nelson - Dixon head, this I
guess gives about almost twice the power. But
there again that is where I get a lot of fun
seeing how and if the models can handle the
extra power. Running on 40% Nitro a Bolly
8.5x4 is turned at 16.4 K.
The original had a CG position indicated on
the plan of around 75 %. I rigged it at 60 %
with the wing at 3 degs tail at 1 deg. No warps
are used except for say 2 degs of washout on
each tip. Engine thrust line 10 degs down with
4 left. Weights turns out to be, Wing 128g, Tail/fin 44 g, Fuselage 118g, power packet timer
etc. 245 g for a total of 535g or 19 ounces.
The model was initially trimmed at Chobham, probably where the original had its first outings.
I decided that an extra 2 degrees of down-thrust from the 8 degrees built in were required.
Horror of horrors I had to increase the tail-plane angle by 1 mm! A touch of right rudder and
the model was trimmed out. Not much fun in that, too facile. Launched vertically it goes up in
an almost vertical loose spiral with excellent transition. The glide is rather good with its 470
square inches of under-cambered wing and relatively low wing loading.
16
On an electronically accurate 10 seconds run the model reaches 689 feet on the altimeter, this
probably equals, better to an 11 seconds run timed from the ground. This 62 year old design is
more than competitive for current Classic competitions. Now can I stick a bigger engine in it
and get higher?
Here we have a couple of pictures dug out by our archivist’s assistant, Barbara Tiller.
(Editors comment: I think Barbara does most of the archival digging)
These show the designer Pete Buskell. The picture on the right was taken at the British
Championships, held at a windy Cranfield on the 31st August 1952 and shows Pete using the
model to good effect. There, with a winning time of 10minutes 14seconds, he took top place in
Power flying the ‘Stormie’ for the London Area.
John Thompson
Kit Scale at Luffenham
-
Bill Dennis
While talking to Phil Ball and an upcoming
Experimental meeting at Luffenham, he
suggested that scale flyers might like to take
advantage of the opportunity to fly, so I sent
an email round to everyone that we could run
an impromptu Outdoor Kit Scale event and see
how the rules work. I got no response and so
was a little surprised and pleased that I had
four flyers turn up ready to go!
If you are unfamiliar with this new class, which
is run on the Saturday of the May Nationals.
Essentially it is like a scale Bowden, where you
are aiming to get close to a target time of 30
seconds. There is no static judging and you can make just about any changes to the kit design
that you see fit, including enlargements. You can add ribs and spars, tinker with outlines and
alter structures, because nothing you do is going to make it easier to hit that target. One thing
17
though, you are not allowed is a DT. Some will pick a high wing monoplane and risk it catching a
thermal; others will choose a Veron Swordfish and struggle to make 30 seconds. It’s up to you.
Andrew Hewitt: Veron – Fokker D8
George Foster: Veron – Comper Swift
Ivan Taylor: not his contest model
Martin Pike: Westwings – Westand Widgeon
At the moment, Andrew Hewitt seems to have the knack with his double-size Veron Fokker D8
which flies for around the thirty second mark: here his total difference from the target over
three flights was a scant nine seconds. But it is not essential to go big because the other fliers,
Ivan Taylor, George Foster and Martin Pike were flying standard KK Auster Arrow, Veron
Comper Swift and Westwings Westland Widgeon to good effect.
It was a useful exercise because it highlighted the need for a 10 second attempt rule, which
has been incorporated. See you next May?
Outdoor Rubber Powered Kit Scale Rules
Aim: To provide a competition for kit scale models which rewards consistency of performance over duration, in order to
attract new participants. There will be no judging of appearance, accuracy or flight realism.
Eligible models:
Any rubber powered scale aircraft kit ever manufactured
Competitors must bring with them the plan to prove eligibility if requested by CD or if a protest is made. A reduced size
copy is acceptable.
The model should be built to the kit plan which may be enlarged or reduced.
Colour scheme is to be in keeping with the subject.
18
Models using a dethermaliser in flight, or any other mechanical or electronic device to limit flight time, will be disqualified.
Permitted modifications:
Minor modifications to the published design are permitted and may include the following:
Wings and tail can be detachable, with appropriate changes to structure.
Additional wing spars may be added and /or moved to the top surface.
Built up empennages in character with the prototype’s design may be substituted for solid originals
The nose area may be changed to allow a removable nose block.
Any covering is acceptable.
Moving position of rear motor peg.
A plastic or balsa propeller may be substituted for the original, but it should have at least two blades and be non-folding in
flight.
All manner of scale embellishments are permitted, including outline improvements (scale tail size & profile) and details,
provided the kit character is maintained.
Competition:
The competition will be held over a one hour time period to be decided on site. All flights will be hand launched from a 10m
X 10m area designated by the CD.
Competitors will make 3 official flights from within the launch area. All other trimming flights must be made outside the
area.
The flight score is the difference plus or minus in whole seconds from a target time set on the day by the CD. This will
usually be 30 seconds. Competitors are required to record all their flight times to full seconds only (i.e 23.6 seconds = 23
seconds) on a card supplied by the CD and must be timed by another competitor or appropriate person.
If an official flight is less than 10 seconds, this will be called an attempt.
If a competitor fails to record 3 scores, a nominal score of 100 will be allocated for each missing flight.
The flight time difference of each of the three flights from the target time is summed for each competitor and the results
published in increasing order. The winner is the model with the lowest score.
In the event of a tie, the winner will be decided by a fly-off, with the winning time being that closest to the target time.
Bill Dennis
Engines Found Sharing: 1990 – 2014
-
Capt. Howell
These engines were "found" locally by chatting to people of a certain age whilst waiting in bus
queues, fish and chip shops, on holiday and even at the dentist!
The F/F Elfin 1,8 found in an old shed on the outskirts of Chesterfield that had shared many years
in a Heinz cardboard box with a variety of tapwashers, nails, woodscrews and an old packet of
dried-out window putty.
The Drome Demon and ETA 5 in a wooden seed box that had shared the garage of a 1920's Morris
Oxford in Northampton.
The Oliver Tiger Mk 4 that had shared a racing cyclist’s garage, lying in a box of DeRalier cycle
gears and a tatty Brookes saddle.
The Frog 175 Mk2 that had shared an old Freeman, Hardy & Willis shoebox with a selection of Red,
Brown & Black KK. Truflex props.
The two "frosted" Mills ,75's that had shared a wallpaper covered, balsa constructed "coffin" with
a large quantity of balsa, "real" piano wire, jap tissue and an unopened Yeoman Dixielander kit.
The Maidwell 14 that had languished in a cardboard box in deep Northamptonshire, along with a
Mk1, Series l Mills 1.3, a majestic MICRON 10cc with 360 degree drilled porting that looked like
perforations and a "jewel like" 1cc MEC.
The matched pair of ED Racers that shared the home of a number of corrugated cardboard flying
models. The engines had been lovingly kept interlocked in a single box after being restored in 1984
but "let out at the Caddington swop 7 years later.
The C/L Elfin 1.8 in a "whitened" pinky OXO tin that had shared the loft where many starlings had
nested above it for so many years.
The Eta 19 that shared an old cardboard margarine box with a D.C. Rapier and a red - nearly empty
- tin of E.D. Economic diesel fuel for so many years.
19
The Mills 1.3 that had shared a garage in its latter years with some 'top of the range' FAI power
jobs.
The Oliver Tiger found hanging in the roof of a garage in Norfolk. It had been sentenced in 1969
whilst still attached to a badly damaged combat model.
The ED Comp. Special wrapped in an old tea-towel found sharing with a tatty cricket ball in the
saddle-bag of a dark green Raleigh Roadster without any wheels.
The Rivers 2.5 that had shared a wooden drawer of pedals, brake blocks and spokes in a cycle shop
in Sussex that had long since given up selling aeromodelling bits and pieces.
The Amco .87 that had shared an old fishing tackle basket with a centre pin reel, green and cream
baitbox and a porcupine quill chub float hanging up in a garage near Bedford.
Capt. Howell,
Ninth Pursuit Squadron, Pinkham Field.
A Blast from the Past
-
John Thompson
This letter inviting Vic Dubbery to participate in the 1949 Wakefield Trophy is a real
piece of history indicating the very formal nature of communications of the era.
20
Great Grape Gathering, USA
-
Roy E Smith
The 2014 edition of the Great Grape Gathering was held at Geneseo, NY, Sept 12-14.
The weather was less than optimal for free flight – Friday started out cold, windy and with showers but around
2:00 pm the sun came out, the wind died, and plenty of good flying was experienced after that. Evidence of
the calm can be seen in the results – Bob Clemens won the FAC No-Cal Scale with a score of 21 minutes and
42 seconds – 20 minutes and 15 seconds of which came from his first flight. Imagine a flight of over 20 minutes
with an airplane the size of a No-Cal, and keeping it in sight the whole time.
It was a great pleasure to welcome a significant number of first-time GGG’ers to the contest this year – and
some of these new (to us) fliers provided some very challenging flying. Our catchment area was wide – people
came not only from Ontario and NY, but also from NJ, PA, DE, WV, MA, MI, OH, and FL, this is very gratifying.
Overall the attendance was good this year (41 fliers), and I think that, if the forecast hadn’t been so dismal, we
would probably have had more. At least two of our ‘regulars’ weren’t present because of conflicts – which we
will try to avoid in the future. Negotiations are already underway to attempt to alleviate the calendar problem.
This bodes well for the future of the GGG, which many people seem to enjoy even when the weather doesn’t
co-operate.
A memorable moment for me was when Brad Bane came to the table to record Ruth Ann’s time for her first
flight in the 020 Replica/¼A Nostalgia event. With a worried look he asked “How does a guy record a time like
this for his wife?” and showed us the watch, which displayed 1 minute 59.87 seconds – 0.13 seconds short of
the max! Under AMA and NFFS rules this must be recorded as 119 seconds. Despite missing this max by
such a tiny margin Ruth Ann went on to score two maxes and win the event.
The informal fish fry was held on Friday evening and 36 of our numbers turned up for that. The restaurant
created something of a glitch for us – the numbers were called in at 2:00 that afternoon but, when we arrived,
there was only seating for about 2/3 of us. After a significant wait, and some rushing around by the restaurant
staff, the rest were seated. A good time ensued, with plenty of camaraderie and the usual ‘fishy stories’ being
told of ancient exploits – for which there are very few of the original witnesses left to provide any repudiation.
Saturday morning provided more cold, wind, and rain, as forecast, and very little flying could be done. Some
brave souls did venture forth, however, and recorded scores in a few of the events. By mid afternoon the rain
had stopped but the wind became serious, to the point that one of the struts supporting the windward extension
of our headquarters shelter was broken and several folks had to hang on to the corners of the structure to
prevent it from being blown away altogether. (Note to self: Next year bring support poles and guy ropes for the
shelter extensions!) It was decided that the time had come to call cancellation for the day – everyone agreed
that the weather was not likely to get better.
Of course, once we had packed up headquarters, and completed necessary arrangements for the barbecue
in the evening, the weather calmed and became quite flyable. It was too late, however, many people had left
the field, so the decision had to stand. It had been determined that anyone who had flown on Saturday would
retain their placings and that the events would carry over to Sunday – with fliers competing for the remaining
places.
This made for a very full schedule for Sunday so we decided to start one hour earlier than advertised in order
to give people time to fly at least most of the events that they wanted to. For some years now, Heather
Mollendorf has organised our Saturday evening barbecue, in the museum facilities at the field. Heather does
a remarkable job of this and makes the event memorable with her ‘designer’ touches to the whole affair. On
the Thursday evening before the start of the contest, however, I got a phone call from a very distraught Heather.
21
Her mother has been in failing health for some time now and Heather had been at the family home, in Canada,
helping to sort out long-term care for her mother. She had just arrived home (in Buffalo), ready to finish off the
barbecue arrangements and get some much-needed quality time with friends at the GGG, when she received
a call to say that things back in Canada had taken a turn for the worse and she was needed back there. Despite
all of this her next thought was what were we going to do about the barbecue and so she called me. I urged
that she must just go back to Huntsville – we would manage. She nevertheless finished preparing the cutlery
in her typical stylish manner, and the announcement for the headquarters table, and tablecloths, etc., and
these were picked up by Ruth Ann and Brad Bane to bring to us. She also called the caterers before leaving,
to confirm the order for food. What a great lady!
The barbecue was well attended – about 45 people – and the evening was a great success, despite our
sadness that Joe and Heather couldn’t be with us to enjoy the fruits of her labours. The museum staff had
been concerned that the hangar, where we usually hold this event, would be too cold for comfort this year, so
they prepared the space in the Swanson Hall display area for us, which is heated. My thanks to Ruth Ann Bane
and Pat Barlow who stepped into the breach and kept the event on track. There were door prizes won by three
lucky attendees – Ladi Horak, Jim Smith, and Ted Allebone. The winning tickets were pulled from the ‘hat’ by
Pat Barlow, Ruth Ann Bane, and me. The prizes were coffee mugs emblazoned with the masthead of the
GGG, similar to that seen on the plaques handed out to winners at the contest. When we first mooted the idea
of door prizes we thought of making it a ‘Ladies Only’ event. On sober second thought, however, we decided
that many of our contestants do not have female companions with them and thus it would be unfair for them
to be contributing to the funding pool without any chance of winning the prize. As chance would have it – all of
the winners were men. Sunday brought us sunny skies and calm conditions for the whole day – somewhat
cool, but a very pleasant improvement over the first two days. Deciding upon a spot to set up and fly from was
our first dilemma but we eventually decided that, as the forecast was ‘light and variable’ winds all day, we
should just set up in the middle of the field and let flights go in whatever direction the wind determined. That
proved to be the right decision – the drift changed continuously all day but was never very strong. A very busy
day of flying ensued, to everyone’s great delight. The absence of drift and presence of good ‘air’ was attested
to by Bob Hammett’s performance in Mulvihill/Unlimited Rubber. We set the three qualifying flights at 2 minutes
each, with the flyoffs increasing in 1 minute intervals. Bob made the first three, then the 3 minute, then the 4
minute, then the 5 minute, and capped off with a 4 minute 37 second flight. All of these within our (usually) 2minute field, flying from the middle!
Jim DeTar,
Dave Pishnery,
Vic Nippert,
Flying in Combined Race Planes.
Mike Welshans
Mark Rzadca
A unique feature of this year’s GGG was a silent auction for some items that Les Sayer needed to remove
from his inventory. Frequent participants in the GGG will know that Les and Jean Sayer were a much-loved
fixture at the GGG for many years. Recently, however, declining health and anxiety about the effectiveness of
travel insurance in the USA has forced them to forgo the great pleasure that they used to take in this contest.
Now the time is drawing near when they have to consider downsizing their living accommodations so, much
of Les’s modelling equipment must go. The current lack of a flying field in Ontario also means that Les’s flying
is restricted to sport flying at a local sod farm. As a result of this Les donated a lot of his equipment to the GGG
– to be sold by us at silent auction and the proceeds to go to support the GGG. Les had sold some items prior
to this and he donated $70 from those proceeds to the GGG as well. Our raffle was well-subscribed, we had
many desirable contributions and a lot of people left with sought-after additions to their workshop stock. This
added significantly to the intake of funds so we will be able to make our usual donation to the museum in
recognition of their generosity and hospitality
22
I would like to take this opportunity to thank all of the people who had a hand in making this year’s GGG a
success because, despite the less-than-ideal weather, I believe that it was a success. Firstly I would like to
thank my wife and BFF, Sally, who did stalwart work at the headquarters table as well as timing my (not very
numerous) flights.
At the table for nearly the whole weekend were Pat and Richard Barlow, thank you so much for your efforts –
without you the load on others would have been much greater. This is particularly appreciated in light of
Richard’s recent foot injury, which restricted his flying activity, but didn’t prevent him from entering two events
and winning them both. Many others also helped out at the table, including Heather Grigg and Brad and Ruth
Ann Bane. Jim DeTar and Mark Rzadca put in many hours before and during the contest, organizing the FAC
events, with Jim acting as CD for that section. Jim Moseley’s invaluable service as the FF (non-FAC) Event
Director is much appreciated, as is Lyle Whitford’s help in acting as the official CD for AMA purposes. I would
be very remiss if I didn’t mention the invaluable help from Jerry Litschi and Al Timko in the setting up, taking
down, moving headquarters, etc. Jerry is a staunch supporter of the GGG and promotes it on his website each
year.
I would also like to thank our sponsors – both private and corporate – without you we would not be able to
provide the essence of grape and other prizes that set the GGG apart from other contests.
Bob Hammett
Jim Anderson Trophy
Jim DeTar
Jack McGillivray Award
Jim Moseley
MAAC Can-Am
Free Flight Trophy
Brad Bane
Bob Gordon Trophy
Sadly, no-one flew NFFS One-Design this year. A couple of fliers of this event were absent and time pressures
prevented others from entering. That is a shame because BMJR Models provided prizes of a Fortastrop kit for
1st and 50% off and 25% off vouchers for 2nd and 3rd. The Texas Timers Challenge was new this year – a
$100 cash prize for the highest aggregate score in a single event, using a Texas Timer. In previous years Hank
Nystrom (Texas Timers) has provided us with prizes of merchandise. I’m very happy to report that this prize
went to me! This came about entirely due to my BFF. I had put in three maxes in the A Nostalgia event and
was ready to put the Dixielander 550 away and start another event when Sally said “Don’t put that away,
someone else is flying this event, you should put in at least one more flight.” I was reluctant, because of the
other events that I wanted to fly, but I did so anyway (always listen to ‘she who must be obeyed’). As it turned
out, no-one else who maxed out in any of the other events added the fly-off flight, probably because of time
pressures, so I had the highest score in a single event, using a Texas Timer. I am sure that in future years, if
this prize continues, and if we get three full days of flying, the competition for it will be more intense.
The hardware was distributed a little more equitably this year – 3 Americans and 2 Canadians – as opposed
to the American sweep of last year. Dominic Algieri of NJ won the Don Reid Trophy (Highest Gollywock). The
Jim Anderson Trophy (Highest Rubber) went to Bob Hammett of Brantford, Ontario. The Jack McGillivray
Award (High Points FAC) went to Jim DeTar of NY for the second year in a row. Brad Bane of NY won The
Bob Gordon Trophy (Highest Power), also for the second year running, and this year marks the first time that
the MAAC Can-Am Free Flight Trophy has been awarded. We are indebted to Richard Barlow for arranging
for the provision of this trophy by MAAC, which goes to the Grand Champion – selected by a points scheme
from events flown at both the Empire State FF Championships and the GGG. To win this trophy the contestant
must record flights at both contests and in at least two of the three free-flight categories – glider, rubber, and
power. Richard also provided a commemorative emblazoned mug for the winner to keep. The first winner of
this annual Trophy was Jim Moseley of Ontario – hotly chased by Paul Nelson of Massachusetts. Jim was
ahead by three points at the end of the ESFFC and Paul closed the gap to two points during the GGG.
Plans are already afoot to do this all again next year. The dates are not yet firm but will most likely be either
September 11-13 or 18-20, depending upon potential conflicts with others. We hope that we will see you all
again then. If there is anyone else that you think would enjoy this contest, please let them know about it, and/or
give me their email or snail-mail addresses so that I can send out the info to them.
Thermals
Roy E. Smith
23
Cocklebarrow Farm Sept. 2014
-
Tony Tomlin
Cocklebarrow Farm Vintage: rounding off a good year for Vintage R/C fliers
Sunday, October 12th, was the third and last vintage event for 2014 at this pretty Cotswold
site. Although it’s only a fairly small field surrounded by some unyielding Cotswold stone walls,
it has been a Mecca for Vintage fliers for many years. Although the day was cloudy with a cold
wind at times, the fliers were soon arriving with 50+ signed in and many interested helpers and
visitors.
As always there was a good selection of models ranging from the sporty Half Tone, by John
Mellor and the Dennis Bryant Dactyl design from 1965 flown by Ted Tomlin, and a couple of
Chatterbox’s, which due to their small size always seem to be flying at a great speed! Of the
more gentle flying type of model, there was a selection of Majestic Majors, Junior 60s, an
Eros, a Dragonfly by Mervyn Tilbury, a very pretty 1937 Ben Shereshaw, Cumulus design which
was probably the most elegant model there [owner unknown]. Galahads were there in at least
two sizes and of course Vic Smeeds evergreen Tomboy design, many for the Tomboy
Competition.
24
Of the more different designs, there was a scale Santos -Dumont Demoiselle built by Mervyn
Tilbury which flew well. Mervyn can always be depended on to bring a new, interesting model to
the Cocklebarrow meetings. Rob Smith from Newbury had a very unusual Doug McHard
designed, No 9 [twice size]. This was a bi-plane canard that although looking like it was flying
backwards, was having some very good flights. In conclusion there were models for all tastes!
Val and Paul Howkins
As normal the meeting was hosted by Val and Paul Howkins, who as many people know have been
running these events for about 25 years. To
celebrate this, over the summer their many
flying friends had generously contributed to
a collection. To Val and Pauls surprise just
before the raffle draw and Tomboy prize
giving, Tony Tomlin said a few words
congratulating Val and Paul and thanking
them on behalf of everyone for running for
so long this event, loved by so many. He then
went on to present the collection along with
a signed card and a bottle of Champagne,
which was followed by a loud round of
applause from over 70 appreciative fliers and
friends.
Tomboy 3s.
As the 2pm start time for the Tomboy competition arrived there was a noticeable shift in the
wind direction leading to an unwelcome drop in temperature. Only 6 lined up for the start after
a number of models had problems during the morning qualifying flights. Tony Tomlin sheared
an undercarriage leg on his battle worn model and it was decided one legged Tomboys were
outside the rules!
Nick Skyrme was the starter as all the models got away. Stephen Powell, who had some
excellent provisional flights and was using a new Irvine Mills, was in trouble, his engine
tightening up at the launch and was down in 15 seconds. All the others climbed away into a dark
sky and soon became difficult to see.
Considering the conditions, models were finding lift with Chris Bishop the next down with a fair
time of 7 minutes 7 seconds, followed by Brian Brundell, holding off to gain an extra 7 seconds
from Chris. Paul Netton claimed 3rd spot 40 seconds later with 15 year old James Collis and
John Strutt [a lot older!] very close and landing with John the winner at 5 seconds short of 11
minutes, 24 seconds after James.
25
Results Tomboy 3
1st - John Strutt
3rd - Paul Netton
5th - Chris Bishop
10min 55secs.
7min 53secs.
7min 07secs
2nd - James Collis
4th - Brian Brundell
6th - Stephen Powell
10min 31secs.
7min 14secs.
0min 15secs.
John Strutt 3’s Winner
Tomboy Senior
Eight fliers signed on for the event, still a little low considering past years [these popular
competitions were started by David Boddington eight years ago and start numbers have been
as high as 16].
Nick Skyrme was the starter as 7 fliers lined up for the mass launch start. This had been
reduced by one as Bob Young’s fuel tank could not be stopped from unscrewing and falling off!!
The rest climbed away, all seasoned Tomboyists. With the conditions becoming very murky it
seemed that this could become a Specsavers event. Tony Tomlin spun down to remain in view.
Peter Rose, a consistent 1st place man was first down, his engine set a tad lean and stopping
with the fuel tank nearly full. Peter landed at a little over 4 minutes. Barrie Collis was another
with a short engine run and no lift and was down at 5min 21 seconds. At this point Roger Briggs
was probably the highest but was in trouble and was being blown downwind. He was flying his
new Tomboy Senior at its first outing and was soon out of the field. Fourth place was taken by
Tony Tomlin at 6min 26 seconds reaping the benefits of spinning down too low early in the
flight. Brian Brundell, who is always a consistent flier, landed a little over a minute after Tony
in 3rd place. This left Chris Bishop and James Collis both low and scratching around for any
lift. This time James was out of luck with Chris winning at 10 seconds under 9 minutes, 39
seconds after James. It was generally agreed that, considering the conditions the fly-off went
well and we were all pleased to see Roger Briggs return with an undamaged model that landed
a long way downwind.
Results Tomboy Senior
1st - Chris Bishop
3rd - Brian Brundell
5th - Barrie Collis
8min 50secs.
2nd 7min 52secs.
4th 5min 21secs.
6th Roger Briggs Did not qualify
James Collis
Tony Tomlin
Peter Rose
Landed out.
8min 11secs.
6min 46secs .
4min 10 secs.
Finally thanks also go out to Boycott Beal, Mervyn Tilbury, the ‘Gazebo Girls’ Pam Tomlin, Jane
Robinson and Brenda Pearce and all others who work so hard to make these meetings a success.
Tony Tomlin
26
The DBHLibrary (Magazines)
–
Roy Tiller
Report No. 48. Vol Libre
Vol Libre, which translates as Free Flight, was produced in France, as a subscription newsletter,
from 1977 to 2011. 35 years of continuous issues all edited by Andre Schandel who also
contributed significantly in the form of articles and plans.
Christian Schwartzbach, from Denmark, spotted on the web site that we were missing some
issues and kindly supplied many in printed form and others as scanned pages sent by e-mail,
thus completing the collection.
The page numbering system ran continuously from Page 1 Issue 1 to Issue 200 with a last page
number 12,250. Most helpful when indexing the plans.
The content covered primarily the current worldwide free flight competition scene and whilst
the first language was French, sections were included in English and German and there were
plenty of plans.
The serious competition content occasionally gave way to allow the introduction a lighter
hearted plan in the form of a scale profile CLG model borrowed from the Czechoslovakian
magazine Modelar. Shown below are a few of the plans and the chart shows all that appeared
in Vol Libre.
27
Model Name
Antonov A7
BLANIK L23 Reg No OK-2300
Kirby Kite
Kyushu J7w1 Shinden
Let L410 Turbolet
Letov Lf107 Lunak
Lg30 Kmotr
Mcdonnell XF85
MINIMOA Reg No OK-8192
Northrop Yf23a Black Widow Ii
Rutan Model 54 Quickie
Sukhoi Su25k(Suchoj Su25k)
Vogt Lo 100
YAK 50 Aerobatic
What Is It ?
What Is It ?
Origin
Modelar8505
Modelar????
Modelar????
Modelar9311
Modelar8606
Modelar8612
Modelar????
Modelar??
Modelar8911
Modelar9209
Modelar????
Modelar8711
Modelar8906
Modelar????
Modelar????
Modelar????
Span
19
20
20
9
17
20
20
10
20
7
10
14
20
18
10
9
Issue
VL86/54
VL88/68
VL93/96
VL94/102
VL87/62
VL87/64
VL88/67
VL90/78
VL90/79
VL93/97
VL88/69
VL88/65
VL90/77
VL86/57
VL83/35
VL84/39
Page
3386
4229
5925
6303
3869
3988
4162
4811
4853
5985
4273
4058
4735
3573
2158
2422
Should you wish to build any of these models,
plans are available by e-mail.
Finally, plans on pages 2158 and 2422 appeared
without the name of the aircraft featured, if
you recognise them please get in touch.
Contact Roy Tiller, tel 01202 511309, email
roy.tiller@ntlworld.com
Roy Tiller
28
Pitts Tailwheel
-
Frank Marshall
Hey, came across this today from one of our customers... I weighed two of his Pitts S1's and he told
me a story of how he got to know Curtis Pitts. This guy told me about a justification report that the
FAA got Pitts to do after much argument about the strength of the tail wheel... he had a copy that
Pitts send him .... attached is the first page.
All looks normal enough reading it - but look at the first letter of each line of the paragraph
(reading down)....
Frank Marshall
29
Aeromodellers Departed: Keith Miller & Terry Watson
Keith Miller:
With deep regret I must report that our happy snapper Keith Miller
has passed on. Those of you who follow this magazine will recall that
this is the second time I have announced his passing. My error was
only on the website for one day but Keith saw it and accepted my
apology with his typical good humour and as a result we became good
friends. Although ill he continued to attend meetings and indeed
was at Wallop in November. We are in possession of his enormous
collection of photographs, many of which featured in Aeromodeller
Magazine articles, some being cover photographs, these will
continue to be featured in these pages for some time to come.
R.I.P.
Editor
A few comments:
From Martin Dilly:
Sad news. Keith Miller, who I've known since about 1948 as a Croydon member and a
very good friend, died on Friday. I'm sure SAM-ers will know him, if only from his
superb photos that documented so much of free-flight in the 1940s and '50s. He was
one of those rare people who put a lot back in to model flying and without whom it, and
we would be the poorer.
As well as his post-War free-flight activities, Keith had worked for Aeromodeller
magazine and before that had flown Horsa gliders towards the end of the War, luckily
too late to see combat. He will be very much missed.
Martin Dilly
From Jim Wright, BMFA Museum Liaison Officer:
Keith has, for me, left a valuable legacy in many ways, especially his historic collection
of black and white photos from the golden days of free flight in the Croydon Club.
A real gentleman who will I am sure be sadly missed at Middle Wallop and by his friends
and family.
Jim Wright
Terry Watson – Honorary Member BMFA
Terry is possibly not well known to many vintage flyers but his wife Kath Watson is a stalwart
of the BMFA having been Chairman and now Archivist.
Terry was one of the founder members of the GBRCAA, and was a leading light in fledgling RC
aerobatics and an aeromodeller of longstanding.
Jim Wright attended the funeral together with Martin Dilly and reports that it was very
well attended by the model flying fraternity. In fact so many attended the service at
the crematorium that the walls and gangways were lined with funeral-goers.
We offer our condolences to Kath.
R.I.P.
30
Vintage in Black & White
-
Keith Miller
Jack North ROG's his Arden .199 power model at Fairlop in the 50's.
Ed Bennett, Bob Ladd and Norman Standing watch. All CDMAC
Cliff Savage's greengrocer van used to transport Croydon club members to events in the 50's,
this one at Fairiop. CDMAC personalities visible from L to R are:
Tony Banfield, Norman Marcus, Denis Partridge, Jack North and Bob Gilroy.
Banfield was later the CO of the Battle of Britain Memorial Flight.
31
Jimmy Tangney and Mick Farthing at Fairlop in the late 40's, the models are Mick's
The control-liner is his own design to achieve the first "inverted flying” in Britain. All CDMAC.
Pop Knight of North Kent Nomads ROG's his power model at Fairlop in the 50's
32
Ed Bennett launches Ted Scoterfield's A2 glider
at Fairlop in the late 40’s / early 50's. Both CDMAC.
Jack North (CDMAC) ROG's his Arden . 199 power model at Fairlop in the late 40's.
33
My August Wallop
-
John Richards (Canada)
My first Visit to Middle Wallop (August 2014 SAM1066 Champs)
2014 saw us once again, as we did in 2012, travelling from Canada to the UK, to attend a wedding
on August 23rd.
Knowing that the SAM Champs were being held on the same weekend we decided to try and get
to Middle Wallop on the Sunday Aug 24th. Gill and I had planned to do this in 2012, for which I
had built the Upstart rubber model, but unfortunately the contest was cancelled that year so
I never got to fly the model.
I noticed that there was an E36 contest on the Sunday
and as I already had a Top Notch Models E36 Mutt
trimmed and ready decided to take this with me to the
UK. Searching for a carry on box for this was not easy
but finally found a plastic box, used to carry arrows in,
with the right dimensions.
While waiting for the box to arrive I realized that it
would be possible to get another E36 in the box so
ordered a Super Pearl 202E from Don DeLoach in the
USA which had a Carbon Tube Fuselage making the build
quick and simple. Well to cut a long story short within two weeks I had built the Super Pearl
and found myself packing it into the box with the Mutt the day before we left for the UK.
Although I had my concerns about the size of the box and the five 2S lipo batteries I was
taking, even though they were in special protective bag, the flight over was uneventful and had
no problems from Air Canada, or customs.
Well the wedding went well and luckily I did not end up with a hangover on the Sunday morning.
We found the drive from the Midlands down to Middle Wallop to be quite a hassle with having
to deal with the amount of cars on the roads and at the same time trying to find the way, thinks
must make sure next time that rental car has a GPS in it.
On arriving at Middle Wallop we paid the entry fee at the gate then started to drive towards
the flight line and it was as if I had been transported through a time portal and was once again
back in the sixties at a free-flight nationals. There were cars and vans parked all along the
gravel road on the edge of the airfield for as far as the eye could see. Models of all types, and
model boxes, were lying on the ground by most vehicles and even more models were inside the
cars and vans.
After finding a spot to park the car, difficult to do, I looked out across the airfield, quite a
large airfield, and was amazed at the amount of flyers and models that were out on the airfield
and all types of models were either being launched or were flying around in the air.
The sight and sound of all these models being launched and flying in the air was to me beyond
belief, especially the smell of the glow & diesel fuel. As we walked along the flight line I was
amazed at all the different types of models and the movers and shakers that were either
sitting resting and chatting or working on their models, these days there seem to be more
shakers than movers.
First stop was to see Roger Newman, who appeared to have everything under control, at the
control desk and I registered for the E36 contest. After spending a short time talking to John
Thompson I could not resist taking a look at all the goodies John Hook of Flighthook had on
display for sale from his well-stocked van. Gill was so impressed that she bought a Dumas Tiger
Moth Kit to build over the winter.
34
After meeting and talking to John Thompson he told us where we could find John Andrews.
Having corresponded with John by e-mail on many occasions it was nice to meet him and his
very delightful wife Rachel, who hit it off straight away with my wife Gill as they were both
born in Nuneaton, so had a lot to talk about and are still even talking now via e-mail.
After putting together my two E36 models, Mutt & Super Pearl 202E, I launched the Mutt
for a trim flight on a 15 sec motor run which reached a reasonable height and looked good on
the glide taking what appeared to be a long time coming down after DT.
On the way back from retrieving the model I thought why not try for a first contest
flight so went looking for my timer and found her sitting talking to John, Rachel was away
retrieving John’s model. Gill was wearing Johns ratting hat and as John said now looked more
the part of a timer/retriever.
Now with the motor run set for 10 sec’s the model climbed in a shallow spiral and did not get
half the height as the 15 sec run did. The glide was good but the model was sinking fast and
landed with a time of 45 sec’s. Maybe I should have waiting to try and pick better air, who
knows.
Rather than return back to the car I retrieved the model, which was not far away, reset the
timer for 10 sec again and then launched for my second contest flight, no air picking again.
Model reached same height as before but must have been in some better air as this time my
trusty timer told me it had made 54 sec’s, wow at least I had improved. Decided to wait for a
while before flying my last contest flight so returned back to the car to find that John was
having problems with broken strands on his motor, and was in the process of changing to
another motor which he did not seem to be happy with.
While Gill was busy talking to Rachel, I took a walk along the flight line to check out any E36
models there might be. Saw a couple of E36’s being launched and was amazed at the rate of
climb and height that they reached, put my Mutt to shame. Also noticed that these models
were using very different motors than the type we are using in Canada.
On returning to the car I decided to make my last contest flight so once again along with my
trusty time keeper we walked away from the cars and I launched the Mutt which climbed quite
well and got to a reasonable height on a 10 sec motor run. The glide for once was quite good
35
and it looked like I had caught some lift as it certainly was not coming down to fast. The time
recorded by my trusty timekeeper was 1 min 6 secs so it must have been in some good air.
It was still not a max but I had increased my times for each flight so with this and just flying
at Middle Wallop I was a very happy camper. On returning my score card back to Roger at the
control desk I found that I was in last position but even so I was still happy, why not this was
the first contest I had entered in the UK since the 60’s and could not have been any happier.
After sitting and watching many different models flying and just taking in the whole
atmosphere I picked up my other E36 model, the Super Pearl 202E, to see if I could get it
trimmed. After a couple of hand launches the glide looked good but for some reason, may be
age, I did not realize the glide turn was to the left. So I took the bull by the horns and set the
timer for a short motor run and DT then launched the model which climbed to the left and
after the motor had cut glided down in a fairly tight left turn, hard landing but no damage.
So now things started to deteriorate further as I added packing to the right side of the tail
mount to try and get a right turn, reset the timer and launched. To my horror I realized that
after I had set the timer I had not hooked the line onto the DT servo so the tail was still in
the raised position. I watched as the model started to climb then neatly did three loops just
above my head then landed gentle on the ground.
I could not help but laugh and was glad I had set a short motor run, Looking around to see if
anyone had seen my antics was relieved to see that everybody nearby seemed to be busy doing
their own thing so hopefully no one had seen my embarrassing performance, must have looked
like I was flying control line.
One would have thought by now that I would have given up, but not me, so once again set the
timer, making sure the tail was down, and launched. Yes you guessed it still climbed to the left
and then went into a steep left glide ending up in a spiral dive into the ground. Luckily the only
damage was that I had now got a two piece wing and the pylon wing mount had broken off. At
least I thought it would be easier to put back into the box for traveling back to Canada.
After picking up the pieces I started to walk across the field back to the car and noticed that
the fin trim tab, which I had totally forgotten about, was to the left, I could not believe it.
Also, as it turned out, I had built in a slight amount of washout in both wing tips but in my haste
to get the model finished before leaving for the UK had not check the washout after covering
the wing with Litespan.
So while trying to get a nice wrinkle free covering while heating the litespan I had now, as
measured, 1/16” washout in the right wing tip, not too bad, but in the left wing tip over a ¼”
washout, no wonder the model had a left turn So that was my very unsuccessful trimming
session at Middle Wallop with the Super Pearl 202E due totally to my own fault,
It had been so incredible meeting and making so many friends and once again flying in a contest
on a UK airfield, which I had not done since the sixties. I wish I could have got to meet and
talk to more people but there was so much going on I never found the time.
We are planning on getting over in 2016, will be seventy by then, where did the years go.
Taking part in this SAM 1066 Champs was something very special for me and one I will never
forget and as John Andrews said to me, this is what vintage flying is all about, and guess it is
like a saying I heard the other day that we are going forward into the past.
I can only hope that when I finally go up to that freeflight flying field in the sky that it is a
replica of Middle Wallop along with all the friends that have gone before me that I have had
the good fortune to meet and fly with. Wonder what sort of models and carrying box I will
need for that trip.
Hopefully see you all again at Middle Wallop in 2016.
John Richards (Nova Scotia, Canada)
36
Secretary Notes for December
-
Roger Newman
It was good that our final meeting of the year – in spite of the very inclement weather of the
preceding days, concluded our flying program with excellent & dry conditions.
The wind was lightish – probably around 7mph & from the north east giving us the “luxury” of
a 2 minute max along the full length of the field from the Knokke Wood end.
Around 90 people came through the gate with 70+ actually flying. A very good day enjoyed by
many sports fliers as well & concluded by a well attended AGM which is reported elsewhere.
Results of Competitions
Weather – overcast from NE veering ENE, generally light to moderate. Max set at 2 mins.
Vintage / Classic CLG/HLG:
1st - Ken Taylor (Vega) 179 secs;
2nd - Ted Horsey (Heave Ho) 175 secs;
3rd - Geoff Smith (?)
120 secs;
4th - Ian Lisseter (Vartanian) 86 secs.
1st Roy Tiller (Courier) 5.33;
Mini-Vintage Low Wing Rubber:
2nd Barbara Tiller (Cruiser Pup) 4.12; 3rd Nick Peppiatt (Star Magister) 2.17
1st - Bob Taylor (Uppat)
3rd - Geoff Smith (Hyperion)
Ryback Glider:
6.00 + 2.04;
2nd - Ron Marking (Last Straw)
6.00 + 0.20;
4th - Dave Etherton (Seraph)
Under 50” Combined Vintage / Classic Glider:
1st - Colin Mckenzie (Nord)
6.00 + 1.56;
2nd - Ken Taylor (Lulu)
rd
3 - Dave Etherton (Nord)
6.00 + 1.30;
4th - Dave Cox (Fugitive)
1st - Peter Hall (Buckridge)
3rd - Peter Jellis (Raff V)
6.00 + 1.42;
3.49
6.00 + 1.47;
5.51
Vintage Lightweight Rubber:
6.00;
2nd - Chris Redrup (Dinahmite)
3.50;
4th - Rex Oldridge
5.35;
DNF
Combined Vintage / Classic Open Power:
1st - Andrew Longhurst (Jimp) 5.54;
2nd - Ted Hopgood (Dixielander)
2.00;
rd
3 - Roy Vaugn (Le Timide) 6.00 but disqualified due to max engine exceeded on all three flights
(note Roy was good enough to confess that he hadn’t realised engine run was 15 secs not 18 secs as for his
previous comp. As a gesture of goodwill from our Chairman, he was awarded a consolation liquid prize!).
Tailless (Combined Glider/Rubber/Power):
1st - Andrew Longhurst (O/D) 3.32:
2nd - Ray Elliott (O/D)
1st
3rd
4th
7th
-
1.32
Combined 4oz/8oz Wakefield:
Mike Woodhouse (Yankee IV) 6.00 + 2.19;
2nd - Bob Owston (Lim Joon) 6.00 + 2.08;
Nick Peppiatt (Northern Arrow) 6.00 + 2.06;
4th - Peter Jackson (Lim Joon) 6.00 + 1.48;
Ray Elliott (Lanzo Classic)
6.00 + 1.48;
6th - Ron Marking (Lim Joon) 5.25;
John Andrews (Korda)
4.51
A quick phone conversation with Spencer Willis indicated that Mike Woodhouse wins the 8oz
Wakefield league & Nick Peppiat wins the 4oz league for this year. Congrats to both.
Mike also had the “privilege” of winning the Lanzo Trophy, which necessitated an equally quick
phone call home to ensure that this very striking trophy could be accommodated on the family
mantelpiece!
Postscript to AGM
In AOB, Tony Shepherd voiced a comment on bungee gliders. He has been asked whether it is
permissible to scale up as well as scale down. The existing SAM 1066 rules only allow for scaling
down. After discussing with Ron Marking, they jointly concluded that scaling up is fine, so Tony
will do a redraft of the rules to cover this point.
37
Comp feedback – very little received but looking at this years entries, two comps were well
supported. E36 - a bit of a deviation from traditional SAM comps that embodies “modern”
technology, but obviously enjoyed by those who flew E36 models & Bungee Glider, so every
reason to give both a good run again.
Sorry for the pun but the latter comp reduces the necessity for a run of any sort!
On other fronts, entries held reasonably well in vintage rubber comps – all classes but less so
in glider & not at all well in any form of power comp.
So what’s to do? Does it make sense to combine classes? If so – which ones. I’ve made the same
point in my Sec’s annual report. Any opinions would be welcome.
Late (good) news:
We have just heard back from the Authorities at Middle Wallop that the following
dates have been granted for 2015 - subject to normal MoD license approval:
4th/5th/6th April (Easter weekend);
13th/14th June;
3rd/4th October;
3rd/4th May (Bank Hol weekend);
30th/31st August;
15th November.
So we are back up to 12 days for the year. Details of the program for the year will
appear in a future New Clarion & on SAM 1066 website in due course.
A license application will be made in the next few days & should be issued by MoD well
before the first meeting. All we now want is a dose of good weather!
Roger Newman
News from Italy via Gianni Lofredo.
SAM 2001: World Day of “Wing made of Light“meeting in Terni, Italy
SAM Italy 2001 "L’Aquilone” of the Lazio region held a meeting on 21st September 2014 at the
flying field located in Terni (a small town 50 miles north of Rome) to commemorate the World
Day of “Wing made of Light “.
On the field, outside the clubhouse, there was a display of SAM 2001 posters, panels with old
photos of prominent past aeromodellers, vintage models under construction and several old kits
and historic engines which included the Roman ''Atomatic 5 " diesel engine display with all
castings and tools utilised in the construction by the designer Hugo Travagli.
The weather was good all day with sunshine and a light wind that allowed old timer & nostalgia
models, including gliders, rubber models, HLG, and power models to fly (free-flight flying,
these days, is very rare in Italy due to the lack of suitable open flat areas and the increasing
restrictions on civil or military airfields).
Those present appreciated the appearance of Keil Kraft, Movo, Aviominima and
Aviomodelli kits & drawings as well as model replicas and most probably Vittori, Hatfull, Fea,
Smith, Kanneworff and other well known modellers of the past were much surprised while
looking out of the 'Wing of Light”
At the Terni airfield, among the Texaco power models there was the "Chester Lanzo" model a gift from David Baker to Sam 2001. It flew majestically but, even with Radio Controlled
assist, was unfortunately lost in a strong thermal.
38
After a long morning of flying a good number of participants happily gathered, under the
clubhouse roof, around a long table where it all ended (with a Roman saying) by consuming
“tarallucci and vino” (toasted bread and wine = dinner) and finished with an excellent dessert
prepared and offered to all the guests by Rose, wife of G. Giuliani (Terni Aeromodelling Club
President). Paolo Montesi, promoter of "World Day of Wing made of Light “ thanked all the
participants to this first event and promised to organize a future similar event in one of the
parks of Rome. Paulo informed all that several overseas Sam Chapters have been planning to
promote such meetings in their countries in a near future. Paolo also distributed a number of
tee-shirts printed with the “Wing made of Light” logo. Two days later, with an aerial map, a
compass and his experience of topography (being an architect!), he was able to recover David’s
model in a corn field three miles away from the Terni flying field - as can be seen in one of the
photos that follow.
Gianni Lofredo
39
Plans from the Archive
-
Roger Newman
Power:
Albatross DV;
from the pen of Doug McHard. Classic Aeromodeller plan & one for the scale enthusiast.
We don’t see too many at MW these days.
I was going to put forward the Last Straw having
seen Ron Marking’s new model – exquisitely finished
& very well flown, but I remembered (I think) that
no full size plan has been published – only the write
up & A4 drawings in Aeromodeller Nov 1953. For
those who cannot recall, this was a model designed &
built overnight by the British Team in 1953 (2 off)
after their models were lost in transit for the World
Championships of that year.
So a somewhat different alternative is a Don Butler
design, built & well flown at the November Wallop
meeting by Dave Cox as a new untrimmed model in
the Under 50” class.
40
Glider:
Rubber:
Fugitive Mk 1
Supa-Dupa – another Norman Marcus lightweight.
41
Letter to the Editor
Workshops:
Hi John
Another good edition (November), always good to read. Looking at the workshop on page 31
brought a smile to my face. So many modellers exist and build in such crowded spaces. Then
I turned to page 32 - I know that workshop! Of course it was Ben Lewis's, the son of our
club president John Lewis. Father John's workshop also bristles with the latest electronic
tools, CF vacuum pumps, etc to make all jobs easier He has enough space for two modelling
rooms, and even has a small bar fridge for his favorite drinks in one of these rooms, and a
large general purpose work space between these two rooms. Modelling Nirvana!
Cheers
Malcolm Campbell
Editor and Secretary, BFFS Inc
Brisbane, Queensland, AUSTRALIA
Workshops
-
Stewart Mason
After seeing the accounts of Clarion readers sending in pictures of their workshops, I thought
I would chime in with my own addition! Attached is a photo of my workshop.
After moving house a few weeks ago, I have just finished setting up my gear in my own room in
the house, a converted attic room which I can have entirely at my disposal as a 'man cave.' It
will likely never be tidier than it is now, so it seemed like a good time to take a photo before
the chaos sets in.
The décor is not really my cup of tea, but it's a lot better than the cold damp attic at the top
of a rickety step ladder that I used to be relegated to before the move...
42
I'm a lucky boy these days as the room is about 12' by 14' and has adequate heat, light,
ventilation, and is accessed by normal stairs instead of a ladder. I prefer to sit when building
as I spend most of the working day on my feet, and small comforts are important. I have a
radio in the room, so I can listen to my favourite classical and jazz, along with radio 4, and I
am aiming to have a comfy chair or even a sofa at the back of the room so when I'm done
building I can relax with a magazine and a cuppa, or even fire up my laptop and browse the back
issues of my beloved 'Clarion.' Bliss.
I try to tidy up after each building session so I'm ready to go as soon as I sit down, as I can
only build once the kids are in bed and her majesty is installed in front of 'Corrie.' Making best
use of my limited time is important, to the extent of making a note at the end of each building
session of what I want to get done in the next one, and what is a priority.
Airframes are kept in boxes until needed, and I keep an eye on the temperature and humidity
in the room. I don't like balsa dust, so I'll shortly be rigging up an extraction system to use
whilst sanding. If anyone has any ideas on this, I'm all ears!
On a shelf I keep my Aeromodeling books and magazines, and my prized posessions, three bound
volumes of the original printed 'Clarion.' I hope to collect the full set. If you have any of these
spare, get in touch!
Just out of shot is a Spektrum 2.4G transmitter, and I reluctantly use this to fly 'Radio
Trimmed' at my local flying field. I say reluctantly, because I'd rather all my models were free
flight to be honest, as I detest carrying a transmitter, and cluttering models up
with servo, receiver, battery and switch, but I live many miles away from any places that I can
give power models their head, so in order to fly as regularly as I like, RTM is the way to go,
and I must make use of a small amount of rudder control. (No more than a powered trim tab,
subtly done). Who knows, perhaps a large flat field will be found in the north one day...
We Aeromodellers are a fringe bunch these days, and it's important to make the best of what
you have, wherever you are. Begging rather than choosing seems to be the order of the day! I
try to keep costs down wherever possible, and I'm something of a 'freegan.' The RS
components metal toolbox came from a factory clearance for the grand total of £0, and the
desks are both old computer desks. The winding stooge propped up against the wall is made
from free offcuts of aluminium and steel from the workshop of my Fire Service employer,
and the shelves and stool are dirt cheap IKEA items.
Balsa, kits, plans and other parts are kept in the wardrobes, and books and magazines are kept
on the shelves. Shelf space is in rather short supply at the moment, as I like to collect books,
so I may be making another trip to IKEA for some cheap shelf units, or scrounge whatever I
can.
As a small boy it seemed like quite a few of my friends had fathers who had interesting hobbies,
and they all seemed to have their own 'den' that was strictly off limits to us inquisitive boys.
One chap made models of rockets from the Mercury/Apollo era, and another I remember made
long case clocks. I'm proud to be a spare room tinkerer, and I think I'm carrying on a good
tradition!
So there we go, my own space shared for the benefit of the Clarion readers. I'd love to see
more of the workspaces of all you more experienced modellers, so please get some photos taken
and enlighten us curious and nosey types!
It's always fascinating to see how and where people carry out their building, and the use of
even the smallest spaces never ceases to amaze me.
Stewart Mason.
43
Tailless & Wakefield Leagues
-
Ch ri s St r a ch an, T ai ll e ss Lg . W inn e r
Spencer Willis
M ike W ood hou se 8o z Lg. W i nn er
T aill e ss L e agu e F in al R es ult s
1 s t - Ch r is St ra ch an
3 r d - Co li n F ost e r
5 t h - D . T a ylo r
6 t h T - R . E ll iot
6 t h T - G . H a rt
11 t h T - J. W hit e
13 t h - A. L ongh ur st
15 t h T - J. An dr ew s
17 t h - T . St ev en s
18 t h T - T . T ho rn
35 pt s
15 pt s
12 pt s
11 pt s
11 pt s
9p t s
8p t s
5p t s
3p t s
1p t
2 n d - M icha e l M ar sh al
4 t h - J . De e ming
6 t h T - M . Do yl e
6 t h T - R. M ose l y
10 t h - E. Ch a ll is
11 t h T - P . T ol hu rst
14 t h - P. W ood hou se
15 t h T - R. M a rk ing
18 t h T - R. W il l es
18 t h T - A. C ri sp
27 pt s
13 pt s
11 pt s
11 pt s
10 pt s
9p t s
7p t s
5p t s
1p t
1p t
8oz W a ke f i eld L e agu e F in al R e sul t s
1st 3rd 4thT7th 9th -
M
R
B
R
M
W oodhou s e
K imb e r
O w st on
M ark ing
Sa nd er son
34 pt s
22 pt s
21 pt s
9p t s
3p t s
2 n d - P Ja c ks on
4 t h T – J An dr ew s
6 t h - P M ich el
8 t h - R E ll iot
10 t h - R B idd le co mb e
23 pt s
21 pt s
12 pt s
4p t s
1p t
4oz W a ke f i eld L e agu e F in al R e sul t s
1st 3rd 5thT5thT9th -
N
P
R
M
T
P ep pi at t
H a ll
O l dr idg e
G il la m
Ru shb y
35 pt s
13 pt s
5p t s
5p t s
1p t
2nd 4th 5thT8th -
J L an ca st er
J Pat on
B T a ylo r
M .Sa nd er son
15 pt s
12 pt s
5p t s
3p t s
There was an omission in the tailless league results in the November issue of the New Clarion.
Ray Elliot had been overlooked, he now resides in joint 6th place with the three others.
My apologies Ray.
Spencer Willis
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Provisional Events Calendar 2015
With competitions for Vintage and/or Classic models
February 8th
Sunday
BMFA 1st Area Competitions
March 1st
March 22nd
Sunday
Sunday
BMFA 2nd Area Competitions
BMFA 3rd Area Competitions
April 3rd
April 4th
April 5th
April 6th
April 18/19th
Friday
Saturday
Sunday
Monday
Sat/Sunday
Northern Gala – North Luffenham
Middle Wallop – SAM1066 competitions
Middle Wallop – SAM1066 competitions
Middle Wallop – SAM1066 competitions
London Gala – Salisbury Plain
May 3rd
May 4th
May 23rd
May 24th
May 25th
Sunday
Monday
Saturday
Sunday
Monday
Middle Wallop – SAM1066 competitions
Middle Wallop – SAM1066 competitions
BMFA Free-flight Nats, Barkston
BMFA Free-flight Nats, Barkston
BMFA Free-flight Nats, Barkston
June 7th
June 13th
June 14th
June 28th
Sunday
Saturday
Sunday
Sunday
BMFA 4th Area Competitions
Middle Wallop – SAM1066 competitions
Middle Wallop – SAM1066 competitions
BMFA 5th Area Competitions
July 12th
Sunday
th
July 19
Saturday
th
th
July 25 /26
Saturday/Sunday
August 22nd
August 30th
August 31st
Saturday
Sunday
Monday
September 13th Sunday
October
October
October
October
3rd
4th
18th
24th
Saturday
Sunday
Sunday
Saturday
November 15th Sunday
BMFA 6th Area Competitions
BMFA Southern Area Gala - Odiham
East Anglian Gala - Sculthorpe
Southern Gala – Salisbury Plain
Middle Wallop – SAM1066 Competitions
Middle Wallop – SAM1066 Competitions
BMFA 7th Area Competitions
Middle Wallop – SAM1066 Competitions
Middle Wallop – SAM1066 competitions
BMFA 8th Area Competitions
Midland Gala – North Luffenham
Middle Wallop – SAM1066 Competitions & AGM
Note:Flyers using Salisbury Plain Area 8 for BMFA Area competitions
It is essential to contact
Trevor Grey at 21 Claremont Road, Tunbridge Wells, Kent, TN1 1SY,
to pay fees and get on army security list.
and send your email address to: trevorgrey@talktalk.net
Please check before travelling to any of these events.
Access to MOD property can be withdrawn at very short notice!
For up-to-date details of SAM 1066 events at Middle Wallop check the Website –
www.SAM1066.org
For up-to-date details of all BMFA Free Flight events check the websites
www.freeflightuk.org or www.BMFA.org
For up-to-date details of SAM 35 events refer to SAM SPEAKS or check the website
www.SAM35.org
51
Useful Websites
SAM 1066
–
www.sam1066.com
Flitehook, John & Pauline
–
www.flitehook.net
Mike Woodhouse
www.freeflightsupplies.co.uk
GAD
www.greenairdesigns.com
BMFA Free Flight Technical Committee www.freeflightUK.org
BMFA
www.BMFA.org
BMFA Southern Area
www.southerarea.hamshire.org.uk
SAM 35 www.sam35.org
MSP Plans
www.msp-plans.blogspot.com
X-List Plans
www.xlistplans.demon.co.uk
National Free Flight Society (USA) www.freeflight.org
Ray Alban
www.vintagemodelairplane.com
David Lloyd-Jones
www.magazinesandbooks.co.uk
Belair Kits
www.belairkits.com
John Andrews www.freewebs.com/johnandrewsaeromodeller
Wessex Aeromodellers
www.wessexaml.co.uk
US SAM website
www.antiquemodeler.org
Peterborough MFC www.peterboroughmfc.co.uk/index-old.htm
Are You Getting Yours? -
Membership Secretary
As most of you know, we send out an email each month letting you
know about the posting of the latest edition of the New Clarion on
the website.
Invariably, a few emails get bounced back, so if you’re suddenly not
hearing from us, could it be you’ve changed your email address and
not told us?
To get back on track, email membership@sam1066.org to let us
know your new cyber address
(snailmail address too, if that’s changed as well).
P.S.
I still need articles/letters/anecdotes to keep the New Clarion going, please pen at
least one piece. I can handle any media down to hand written if that’s where you’re at.
Pictures can be jpeg or photo’s or scans of photos. I just want your input. Members
really are interested in your experiences even though you may think them insignificant.
If I fail to use any of your submissions it will be due to an oversight,
please feel free to advise and/or chastise
Your editor John Andrews